Telair, Aviation West, Melbrenair & Walker

[viscount]

Telair 1981 - 1986
A Liverpool based Airline

This article researched and written by Brian Jones first saw the light of day in MAS 'EGGP' magazine, November 1986. Information on the early years was provided in a letter from Bob Greenough, their Deputy Operations Manager, dated 4/83.

T E L A I R

THE BEGINNINGS

Telair was formed during 1979 as an aviation division of Telepoint Ltd of Manchester. At first no staff were directly employed, the main force behind the company being Mike Howells. After much dialogue with the C.A.A. Operations Inspector, their initial reservations over an operator with no staff were overcome, and after the required amendments were made, their Operations and Training Manuals were approved. Eventually the Operations Inspector wanted to take a flight as a fictitious passenger. After this, he was obviously happy with the operation as he granted the necessary Air Operators Certificate (A.O.C.) in March 1981. At this time just one aircraft was owned, a four seat Cessna F172N, G-BHKG, which had been purchased from Westair of Blackpool and based at Barton.

The A.O.C. was 'blooded' Easter weekend 1981, when the first two fare-paying passengers were carried aloft for a 45 minute flight around Cheshire and South Lancashire. These were the only people who responded to advertisements in the Press - which cost more than four times the revenue of the fares charged! At this time there were still no full-time staff. In May 1981 Telair were granted the fixed wing pleasure flying contract at the Manchester Air Show held at Barton Aerodrome. Although this was worked for the cost of fuel only, the rest of the takings being contributed to Lancashire Aero CLub funds, it was a start as they then were able to negotiate the pleasure flying concession at Barton. This pitch was worked successfully from the Club car park between June and September 1981.

INITIAL EXPANSION

The next step was expansion, to build on the experience gained. In order to move into the air charter, freight and air-taxi work a twin was necessary. In late 1981 a suitable aircraft was located at Blackpool in the form of Beech Travel Air G-AXUX. In January 1982 events moved on apace. Office accommodation was acquired in Manchester International Airport and they took on their first paid employees - a Chief Pilot and an Operations Assistant. The Travel Air was delivered from Blackpool on 19th January, the company being registered as 'Telair Manchester Limited'.

It quickly became evident that the Travel Air was too small for many potential charterers, so in March 1982 a Britten Norman Islander was purchased from Westward Airways in Cornwall. The fact that it was a nine passenger seat aircraft fitted in well with plans to increase the pleasure flying side of the business. The aircraft was delivered and came on-line in April 1982 in time for the Barton Air Show, where it proved to be an ideal aircraft for the pleasure flying trade. Eventually concessions for nine major civil and military air displays were won during 1982, using a combination of the Islander and Cessna 172 aircraft.

During 1982 the charter side of the business was steady with freight and passenger loads, plus a number of charters for aerial photography work. The islander in addition to charter and pleasure flying work, was kept busy with parachute drops for groups such as the 'Red Devils' and several parachute clubs.

MOVE INTO SCHEDULED SERVICES

With Air Charter and pleasure flying established, what would be the next step forward? Moving into scheduled services seemed a logical move, and after much deliberation, searching and discussion, an application for a licence to operate on a route Chester and/or Liverpool to Cardiff and/or Swansea was lodged with the C.A.A., and published in September 1982. The fares requested were Liverpool - Cardiff £47.50 single and Chester - Cardiff £37.50 single, with Islander and Travel Air equipment named on the application as the likely types. The licence would run for a period of 10 years from 1.1.83, if granted.

The Chester - Cardiff leg has been worked by three previous companies: Celtic, Euroair and Kraken. None had extended the route into Liverpool, which seemed to offer greater potential. The previous company to operate Liverpool - Cardiff had been Cambrian with Viscounts, being axed when they were absorbed into B.E.A. in the late 'Sixties.

While the C.A.A. were deliberating on the licence application a great deal had to be organised and made ready. In late 1982 a second Islander, G-AXWH, was located and purchased from Bristows since a 100% back-up was required. A vast amount of insurance was arranged at the insistance of the C.A.A. and capital raised to satisfy the C.A.A. that debts could be covered should the company collapse. The Operations Office was moved to Liverpool, taking accommodation in the main terminal, and a full-time Operations Manager employed for the first time. Extra staff and pilots were also employed once C.A.A. approval was granted and the start date set as late February 1983.

The inaugural flight, using both Islanders was made on the morning of Monday February 28th for the benefit of dignitaries and the Press. The first fare paying passengers on the "Welsh Connection" being flown, appropriately enough, on St. David's Day March 1st. The timetable called for a morning and evening return rotation.

TLR601 Liverpool (dep 0815) - Hawarden - Cardiff
TLR602 Cardiff - Hawarden - Liverpool (arr 1120)
TLR603 Liverpool (dep 1630) - Hawarden - Cardiff
TLR604 Cardiff - Liverpool ( arr 1930) (Chester being closed after 1800)

Being a small operator, Telair could be flexible, depending on bookings, stops could be omitted if not required. While the Islanders were the main aircraft employed on the service, during the first two months of operation the Travel Air G-AXUX and Kraken's Aztec G-BBYK (which had the advantage of being Cardiff based) were used on a number of days. Loads carried during the first month were not so high as anticipated, however improved after the C.A.A. approved (with effect from 19th April) new fares of Liverpool - Cardiff £37.50 single and a weekend return of £55.00.

During March a further route application was lodged with the C.A.A., this for Liverpool and/or Manchester to Southampton. Requested fare £53.00 single. It was hoped that approval would be given to allow a start on 1st June. C.A.A. approval was slow, and in July to speed progress Manchester was dropped from the application.

Loads on the "Welsh Connection" flights improved during May, with only the Islanders being used through until late September. An unusual class of passenger during the summer were prisoners and their escort - it being cheaper to fly them for trial in Cardiff day-return than it would have been to drive them and accommodate them and their guards overnight before and after the trial!

Throughout the summer thought was given to possible demand for new routes and considering the best timings. As a result of these deliberations, new schedules were introduced from September 5th. Swansea was now also to be served, with a circular route being proposed. The aircraft would now stop at Swansea overnight, thus the early morning flight would now be north-bound, rather than south-bound as previously. The schedule, from September 5th was timetabled as:

TLR601 Swansea (dep 0715) - Cardiff - Hawarden - Liverpool (arr 0920)
TLR602 Liverpool (dep 0935) - Hawarden - Cardiff - Swansea (arr 1150)
TLR603 Swansea (dep 1430) - Cardiff - Hawarden - Liverpool (arr 1635)
TLR604 Liverpool (dep 1645) - Hawarden - Cardiff - Swansea (arr 1850)

THINKING AHEAD

Also in September, the application for routes with the C.A.A. were amended. In addition to Liverpool to Southampton, they also requested services between Glasgow and/or Liverpool and/or Bristol and/or Cardiff. Fares requested being Liverpool - Bristol £37.50 single, Liverpool to Southampton £53 single and Liverpool - Glasgow £49 single. It was hoped to be able to commence services on January 6th, 1984. A 'hub and spoke' route network looked likely.

Much thought was made as to possible future equipment, as the Islander was clearly unsuitable for longer flights. The Bandeirane and Do.228 provided greater capacity and turbo-prop power, but presented a great step up in terms of cost, both purchase and operating. Cheaper alternative, particularly the smaller Navajo seemed a more likely path to take, at least initially.

Throughout the summer, particularly at weekends, other work was found for the aircraft. Parachute teams were carried aloft for drops over local shows, for example on April 9th over Aintree when the 'Red Devils' team dropped in on the Grand National meeting, on 19th June, and over New Brighton on 7th August. Pleasure flying contracts included Barton on 15th May and Swinderby on 4th June. Both Islander aircraft were used to transport an 18-strong party of M.A.S. members to the RAF Valley 'At Home' air display on 13th August. Short local pleasure flights were advertised in the Liverpool Press and a number flown throughout the summer period, including July 3rd on the 50th Anniversary of the Airport. In October they were extended upto Blackpool to view the illuminations from the air. Also on behalf of Strata Aviation, 'Flying Classroom' flights were flown in May. Using an Islander on April 29th a return flight to the Isle of Man was operated - this being a rare charter, as it did not interfere with having the aircraft fully available for the scheduled services every weekday.

MAIL CONTRACT GAINED, SCHEDULED PASSENGERS WOUND DOWN

In August a change in direction occurred. On August 12th, Biggin Hill based operator, Centreline went into receivership and terminated their contract with the Isle of Man Postal Board to fly mail between Ronaldsway and Liverpool. From Monday 22nd August, Telair operated most of the evening flights, with Manx Airlines flying the morning rotation mail on their scheduled flights. This regular traffic looked to be a much more certain money maker than flying passengers, so Telair submitted tenders for the whole IoM mail operation. They were successful and from October 3rd were awarded the full-time contract. This used both Islanders, six days per week.

As a result of both Islanders being tied-up on mail contract flights, coupled with a fall in demand on the Swansea/Cardiff to Chester/Liverpool flights, Aztec aircraft were leased in, being used from October 3rd. Two aircraft were used, G-BAVZ of Merseyside Air Charter and G-AYZC of North West Aero Services. This arrangement continued for two months, however demand in winter continued to fall short of expectations, and the scheduled service terminated on 28th November 1983. The actual last flight being the evening rotation TLR603/604 flown by Aztec G-BAVZ on Friday 25th November. Telair's excursion into scheduled services lasting 9 months. It was intended that the Southampton and Glasgow services would still be started in early in 1984. These route licences were actually never awarded by the C.A.A., the application eventually being suspended, along with that for the "Welsh Connection" on 23rd May 1984. With the failure of Telair to make the route pay, and with the failure of the Welsh Office to come up with any actual financial support to back up their promises, no other operator wanted to take-on providing this internal air route.

The mail contract called for two aircraft outbound to IoM around 0730 and two inbound from IoM around 2000 Monday to Friday and a morning return on Saturdays . Clearly using two aircraft with two crews was not the most economic way of operating the contract. Early evidence of the search for a suitable single aircraft came on October 28th with the arrival from Exeter of DH.114 Heron G-AXFH. After inspection the aircraft was found to be in poor condition, and after several false starts (which confirmed Telair's impression) eventually returned to Exeter. Trislanders too were investigated, however in January 1984 Aztec G-AYWG arrived and was immediately put into use on the IoM mail flights to cover during periods of Islander maintenance.

DIVERSIFICATION

In late October 1983 Telair had taken the lease on half of Hangar 5 (formerly NCP under cover car parking). Hangar 5 was behind Number 1, facing the rear side of No.3 Vernair hangar. After repair work to the doors, portacabins were installed as office accommodation and for spares holding. Aircraft could be hangared overnight, now that winter was approaching, and maintenance work performed between flights. To keep engineering staff occupied between work on company aircraft, overhaul of light aircraft could be accepted. In April 1984 an unairworthy Cherokee 140 was acquired from the receiver of Manchester School of Flying, this being brought back to full airworthy condition during 'slack' periods - a process that took over a year and half.

In March 1984 both Islanders were advertised for sale in 'Flight International'. G-AXXH suffered a slight apron accident on 26th March and the opportunity was taken to strip the aircraft down to bare metal (see photos in next post). It was sold and departed to Leeds in mid May in a yellow protective primer coat for Northair to prepare for dellivery to the Sudan. Its place being taken in the Telair fleet being taken by Navajo G-BEYY which arrived in late May 1984 in an attractive sand colour scheme. The IoM mail no being usually flown by Islander G-AXWH and Navajo G-BEYY, with the Aztec being used for occasional charter work and as a subsistitute aircraft if required. This pattern continued through the Autumn and into the Winter 84/85. Supplementary aircraft were leased in, if required, on a daily basis. Commonest of these during 1984 were Travel Air G-AXUX (now with Melbren Air) and Aztecs G-BAVZ (of Merseyside Air Charter), G-BBTL AND G-BFWE (both of Air Navigation of Blackpool).

The Islander was designed to be an adaptable aircraft, Telair proved this as other work undertaen by G-AXWH during Summer '84 involved Air Ambulance work between the IoM and Merseyside Hospitals; para-dropping eg June 6th & July 7th; 'Flying Classroom' flights for Strata Aviation eg May 11th & 15th; pleasure flights eg May 6th & 13th, August 4th (over the "Tall Ships" race), August 18th & 19th at the Liverpool Air Show and over 10 flights up over the Blackpool Illuminations during September and October (the cost being £15 per person).

Telair's G-AXXH even appeared on a postage stamp issued 27.4.84 by the Isle of Man. The 31p value showing the Islander over Ronaldsway on a mail flight. This emphasises the importance of the mail link with the mainland for the Island community, and Telair's part in flying the mail.

FURTHER CHANGES IN COMPANY POLICY

Telair's owner, Mike Howells, early in 1985 concluded a deal with Avon Air Services (trading as Aviation West) to bring Trislander aircraft to Liverpool to operate the IoM mail contract. Telair's own aircraft last operated on the mail 22nd March 1985, after one and a half years on the contract. The Navajo G-BEYY departed immediately for new owners, while Islander G-AXWH was hangared for two months before departure in May. The Aztec G-AYWG, which had been repainted August 1984 to match the Navajo, also departed for a new owner, leaving for Jersey in April.

Telair were not now without an aircraft, as during May a Twin Comanche, G-AYFT was acquired for charter work. Soon after, Cherokees G-BASI and G-BIYX together with a SV-4C Stampe, G-BXNW were acquired. These were mostly flown out of Barton, coming to Liverpool for maintenance work. The Cherokees being leased out to Barton and Blackpool based Flying Clubs for much of the time.

The Telair maintenance hangar at Liverpool was rarely empty, with an increasing number of privately owned and club aircraft calling for attention during Summer and Autumn '85, mostly Cessnas and Cherokees, but also Chipmunk, Aircoupe, AA-5 and Trislanders were dealt with. This business though, was not sufficient to keep up the rent on the hangar and engineer's salaries. So on Thursday 2nd January 1986, the portacabins and spares holdings were moved to Barton. On January 4th, both the Twin Comanche G-AYFT and Cherokee G-AVWD (on its first flight for years) flew off to Barton. Thus ended a near 3-year association with Liverpool Airport during which time it tried both scheduled passenger and contract mail operations in addition to general charter. The company continued to trade from Barton for a while before slipping into obscurity.

TELAIR - FLEET 1981-1986

Regn.   Type                           Arrived, departed, notes
G-AVWD  Cherokee 140       Del to LPL mid 4.84 by road, dismantled.  Reflew and dep to Barton 4.1.86
G-AXUX  Travel Air B95     Del to MAN 19.1.82.  Sold to Melbrenair & dep 7.1.83
G-AXWH  BN-2A Islander     Del to MAN 18.11.82.  Sold & dep to Ipswich 30.5.85
G-AXXH  BN-2A Islander     Del to MAN 6.82.  Sold & dep to Leeds 19.5.84
G-AYFT  Twin Comanche 160  Arr LPL 27.5.85.  Dep for Barton 4.1.86
G-AYWG  Aztec 250          Del MAN-LPL 16.1.84.  Sold & dep to Jersey 6.4.85
G-BASI  Cherokee 140       Acquired 3.85, operated at Barton or Blackpool
G-BEYY  Navajo 310         Del MAN-LPL 29.5.84.  Sold & dep to Stansted 22.3.85
G-BHKG  Cessna F172N       Acquired early '81. Sold and became VP-FBH 12.82
G-BIYX  Cherokee 140       Acquired spring '85, operated at Barton or Blackpool
G-BXNW  SV-4C Stampe       Acquired summer '85, at LPL 7.85, but kept at Barton

All Telair Ltd aircraft were registered to Telepoint Ltd.
del = delivery, dep = departure, MAN = Manchester, LPL=Liverpool.

[Beemer]

For and behalf of Viscount

BN-2A Islander of Telair Manchester Ltd.


A naked Islander G-AXXH, without paint.


G-AXXH having paint removed, January 1984.


G-AXWH at RAF Valley on a MAS charter for the Air Day, 13-08-1983.

[viscount]

Aviation West
- a Liverpool operator 1985 - 1987

Having covered Telair, it seems only logical to cover its successor on the IoM mail contract, Aviation West. I have not written the Aviation West story before, so this is a fresh article. As the owners were Bristol based, far less on the management and early days is known, although the movement of their aircraft at Liverpool was closely recorded by the Merseyside Aviation Society in 'EGGP' and Air Britain (Merseyside) in 'North West Air News'. Although not a major player in the scheme of things, flying an unusual aircraft, they deserve some record of their activities. Compiled from research by Brian Jones.

AVIATION WEST

As stated in the introduction the origins of the operator were in the South West of England. Working from records twenty five years later it is clear that I don't have a complete picture of the operator's formation. Certainly BN-2A Trislander G-BEVV was registered July 1983 to Anthony Tucker, trading as Air Camelot, with an address in Wincanton, Somerset. Air Camelot are thought to have operated passenger charter flights to the Channel Islands from the South West during each summer through to summer '86 (when the flights were Bournemouth to Jersey). In August 1984 financial restructuring caused this aircraft to be re-registered to Avon Aviation Services, trading as Aviation West/Air Camelot with a Bristol Airport Address. Also registered to the company from September 1984 was Cherokee 140 G-AVGH.

In late '84, early '85 Avon Aviation Services/Aviation West were approached by Mike Howells of Liverpool based Telair, with an eye to finding a Trislander operator to take-on their Isle of Man Postal Service mail contract. As a result of negotiations, Aviation West agreed to take over the contract from late March 1985.

They clearly required more aircraft so purchased two Trislanders from Guernsey based Aurigny Airlines. The first of these, G-AZLJ, was pressed into service at Liverpool (first apppearing March 26th) so quickly that there was no time to add 'Aviation West' titles to the bright yellow with red and black trim of its previous owner. The other, G-AYWI first appeared at Liverpool April 29th. Also in early 1985 two other twins were acquired, Navajo Chieftain 350 G-BFDA and Aztec 235 G-ATHA. All these aircraft were registered to Avon Aviation Services t/a Aviation West/Air Camelot. Only Trislander G-BEVV though wore both Air Camelot and Aviation West titles, no aircraft to my knowledge ever displayed Avon Air Services titles.

CONTRACTS, CONTRACTS, CONTRACTS ....

Telair last operated the IoM mail contract on Friday 22nd March. For the following week some flights were operated by Aviation West using Trislanders G-BEVV, G-AZLJ and Apache G-ATHA, other flights seem to have been cancelled. From Monday 1st April 1985 Aviation West commenced regular full-time operation from Liverpool with a Trislander departing to the Isle of Man at 0745 as CME007, returning to Liverpool as CME008 around 2010. On a Saturday the CME007 would depart 0740 and position to wherever the aircraft was next required.

From October some days required two aircraft due to the weight of mail (remember this was before widespread use of e-mail). Double runs were operated, when required right through the operation of the contract.

In May '85 it became known that one of their other aircraft was used five nights per week on a Data Post contract flight between Aberdeen and Edinburgh, although I have no record of when this operation commenced.

From Monday 29th July their Navajo G-BFDA appeared at Liverpool each weekday in mid evening on another Data post contract, Belfast-Liverpool-East Midlands-Belfast as CME009. This contract was to last for more than a year, ending Friday 22nd August 1986 when replaced by Malinair Islander.

From 14th September 1985, once a week, a Trislander would operate Blackpool to Isle of Man with Sunday morning newspapers. Left Liverpool as CME013, returning as CME013P This contract continued until 24th November 1986, when replaced by a Bandeirante.

In October newspapers were noted being carried Manchester to Shannon on Sunday morning by Aviation West. Probably not a regular contract, just operated occasionally on an 'as needed' basis.

During August '85 it was noted that both yellow Trislanders, G-AYWI and G-AZLJ, carried large 'Aviation West' titles, while long nose Trislander G-BEVV in two-tone blue wore dual Air Camelot/Aviation West titles. The Navajo G-BFDA carried the name "The Red Knight" although the significance is unknown.

RE-PAINTS & RE-REGISTRATIONS

From Sunday 30th March 1986 all Liverpool flights operated on AVW (Aviation West) call-signs, rather than CME (Air Camelot's) flight numbers.

During the winter Trislander G-AZLJ was overhauled and repainted (probably at Luton) in a two tone blue scheme, very similar to that worn on G-BEVV. The opportunity was taken to re-register this aircraft as G-OAVW and it gained large 'Aviation West Cargo' titles. It first appeared in the new guise at Liverpool on 9th February. A few months later it was the turn of G-AYWI for a repaint into a matching scheme and change of registration to G-OCME. First appearance at Liverpool 1st May with dual Aviation West and Air Camelot titles.

Later in the year, when Belfast-Liverpool-EMA-Belfast Data Post contract ended, the Navajo G-BFDA returned to Liverpool August 23rd until departure to Bristol 6th September for respray, only to briefly reappear 23rd February to 1st March 1987, f&t Bristol.

CONTRACT CHANGES

From 12th May a Liverpool night-stopping Trislander would depart to Birmingham each night at 2200, from 27th May this aircraft departed at Manchester at midnight, five days a week. This was an extension of the existing Data post contract, which now used two aircraft one Manchester-Edinburgh-Aberdeen, the other Aberdeen-Edinburgh-Manchester, so the aircraft at Liverpool would swop each day. The aircraft that left Liverpool for Manchester as AVW005P, the inbound flight back to Liverpool as AVW205P. This arrangement lasted into September at least.

Due to the failure of Topflight on a 'Spokes from Speke' contract, from Monday 8th September a Trislander routed each weekday night Norwich-EMA-Liverpool-EMA-Norwich as AVW210/211 and continued until Friday 10th October when a new contract was awarded to National Airways with a Bandeirante.

Another short term contract called for an aircraft to position to Bristol each night from Monday 12th September through to Friday 14th November 1986.

A six-month contract with the Irish Postal Service called for a weekday evening mail flight Liverpool-Dublin-Liverpool, commencing on Monday 17th November 1986 as AVW212/213.

Although there was little scope for ad-hoc charter work due to the aircraft being so committed to regular contract work, during summer 1986 a number of passenger pleasure flights were operated from Liverpool Airport under the auspices of Servisair, and eighteen 'Blackpool Lights from the air' flights in September and October.

NEW PLANS

The airline, acknowledging that most of their operations centred on the North West and the potential for future growth did not lie at their Bristol base, in May 1986 Avon Aviation Services moved their headquarters and operational base to Liverpool. Portacabins for administration were erected close to the newly opened South Airfield terminal at Liverpool and tenancy taken on No.5 hangar on the North Airfield as a temporary measure until complete new premises and hangar coud be constructed on the South Airfield.

In May 1987 announcements to the aviation press linked Aviation West as potential purchasers of Short SD.3-30 aircraft, with Casa 212s later. These re-equipment plans were linked to an application to the A.T.L.B. by Avon Aviation Services for a package of six scheduled passenger routes. These being Liverpool and/or Manchester and/or Dublin to Cardiff, and Cardiff and/or Manchester and/or Liverpool to Paris/Toussus-le-Noble.

MERSEYSIDE AVIATION INDUSTRIES

A new subsiduary of Avon Aviation Services was formed at Liverpool to oversee maintenance of their fleet and undertake work on behalf of private owners. During early June, Hangar 5, which had until January been occupied by Telair, was prepared for tenancy by Merseyside Aviation Industries, and from late June line maintenance was performed on the Aviation West fleet. A fourth Trislander was expected early in 1987 in the form of G-BCXW from the Cayman Islands. In April '86 G-BEVV ownership with the CAA was changed to Aviation West Helicopters Ltd, while in August '86 the ownership of all three Trislanders and the Navajo was changed to Aviation West Ltd at Bristol, probably as the result of financial restructuring.

FINAL MONTHS

Trislander G-OAVW last operated at Liverpool 16th January 1987 before entering the MAI hangar at Liverpool to be prepared for sale to Regency Airways, with new registration G-OREG. G-BEVV appeared with Regency titles 9th March and departed for Bournemouth 10th March for press demonstration flights. Regency's own G-OREG flew as such for the first time on an air test 20th March 1804 to 1910 hours. On 24th March G-OREG departed for Southend at 1436 hours. Inbound delivery of the former Cayman Islands Trislander was held up in the USA due to CAA paperwork, so Aviation West had to hire in aircraft from January. These included Kondair Trislander G-BEFP (Jan & Feb) and Bandeirantes G-BGYT and G-BGYV (couple of times in January) .

The shortage of aircraft became more acute on Monday 9th February 1987. Trislander G-OCME departed Liverpool on the morning mail run AVW007 to the Isle of Man. Unfortunately Ronaldsway was below minima due to bad weather. After holding for a while waiting for the weather to clear, AVW007 diverted back to Liverpool Airport. On approach to 27 G-OCME suffered a loss of power and force landed on farm land near to the sewerage plant, half a mile NE of Hale village. Damage was extensive, although there was no fire, the pilot excaping with slight injuries. The wreckage was roaded into the Airport on 10th February at around 1800 hours, having been released by the AAIB. The aircraft was quickly stripped in No.1 hangar for spares (the bare fuselage hulk remained there until removed 3.92). Kondair's Trislander G-BEFP was chartered again for four weeks, followed by G-BDOS from March 8th, to cover G-OCME's demise.

The late delivery of a new aircraft, coupled with the loss of G-OCME put financial strain on the company. Due to cash-flow problems, Aviation West entered into receivership on March 27th 1987. Last Aviation West flight out of Liverpool was AVW212 on the evening mail flight to Dublin. The aircraft did not return and was at one stage reported impounded at Biggin Hill.

The Isle of Man mail was carried by Air Atlantique Dakota for a week before National Airways took over with a Bandeirante for several months. The Dublin mail contract was suspended and no replacement operator found.

FLEET LIST

Regn.   Aircraft type        Acquisition and disposal
G-ATHA  Aztec 235     Acq. c.2.85 until canx 3.86 as permanently withdrawn from use.  Rarely at LPL.
G-AVGH  Cherokee 140  Acq. c.9.84, rarely at Liverpool. ISOC 3.87 (later to a Bristol private owner)
G-AYWI  Trislander    Acq. 3.85, became G-OCME 5.86 qv
G-AZLJ  Trislander    Del. 3.85, became G-OAVW 2.86 qv
G-BCXW  Trislander    Acq. late .86 in Cayman Islands.  Never delivered from USA.
G-BEVV  Trislander    Acq. c.7.83 by Air Camelot.  ISOC 3.87 (later to G-BNZD Air & General Services)
G-BFDA  Navajo 350    Acq. c.4.85, ISOC 3.87 (later to Keystart Ltd, EMA.)
G-OAVW  Trislander    ex G-AZLJ.  Sold 1.87 to Regency Airways & del. 3.87 as G-OREG.
G-OCME  Trislander    ex G-AYWI.  Destroyed 9.2.87 in forced landing near Liverpool Airport.  
Stripped hulk remained in No.1 hangar until 3.92.

[/size]
ISOC = In service on collapse. Acq. = acquired. c. = circa. del = delivered. qv = 'which see'
It is just possible that there were other aircraft owned which did not use Liverpool.

[Beemer]

For and behalf of Viscount

G-BEVV Trislander of Air Camelot/Aviation West.


G-BEVV on the Western apron 24-11-1985.


G-AYWI of Aviation West on a night mail flight, December 1985.


G-OAVW of Aviation West Cargo at IOM 07-08-1986.


G-OCME of Air Camelot and Aviation West on the apron 18-05-1986.

[viscount]

Melbren Air Ltd
A Liverpool based operator 1982-1985

A contemporary of Telair at Liverpool, Melbren Air's story was first told in Merseyside Aviation Society's 'EGGP' magazine for November 1986. Sadly the story is an only too familiar one of a highly motivated, enthusiastic, ambitious, but under funded company trading in a highly competitive field.

MELBREN AIR

During late 1981 Peter Duncan, the Chief Engineer at Radio City purchased an AA-5 Traveler G-BEZG at Coventry and brought it upto Liverpool Airport, arriving on October 31st. The intention was to use it simply for pleasure purposes. Such was the interest from private pilots in using this well equiped tourer, that as the months progressed it became clear that there was a need for an organisation giving a better deal to pilots, so a Company was formed in March 1982 to facilitate this. The intial directors being Peter Duncan, Alan Murray, Brenda Murray an Melanie Spencer, with John Cox as Chief Flying Instructor and Bob Preston as Deputy Chief Flying Instructor. The name "Melbren Air" being an amalgam of the names of the two female directors.

With the company set up and with the AA-5 availble, operations commenced. After a period to become established, in Autumn 1982 plans for expansion onto a fully commercial footing reached fruition. The company would retain the Airways equipped AA-5 for touring being available to qualified pilots; move fully into pilot training with a basic two-seater; then later into charter and possibly airline, scheduled operations. An office was rented as an operations base, Room 9A in Hangar 2/International Arrival Terminal at the Airport in late '82. For training work Cherokee 140 G-BASI was acquired from an owner in S.W. Scotland and arrived at Liverpool from Wigtown 28th October 1982. With the increase to two aircraft, greater flying-training activity was possible, much to the alarm of the long established Liverpool concerns of Keenair and Cheshire Air Training School, who saw insufficient business around Merseyside to sustain three flying training schools.

During october '82, Melbren Air, whose registered address was in Carlshalton, Surrey, applied to the C.A.A.'s A.T.L.B. for a licence to operate the scheduled passenger service between Cardiff and Chester, with the intention of using a Twin Comanche from 1st May 1983 should the application be granted. However, as Telair had also applied for the route, Melbren Air withdrew their application during November. The plan to acquire a twin went ahead, so on 7th Janaury 1983, Travel Air B95 G-AXUX, was delivered into Liverpool from previous owners, Telair at Manchester.

Publicity released early in 1983 offered membership at a joining fee of £5 and annual at £20. The AA-5 being offered to members at £37.50 per flying hour, the Cherokee at £33.50 per flying hour. Although these rates were greater than others offered from Liverpool, this rate was per flying hour, not including ground running and taxi time as others did. Training through PPL, Instrument Rating and Night Rating being offered. Managing Director was Peter Duncan, Chief Flying Instructor John Cox and Marketing Director Ron Davies. By April, marketing was linked with Strata Aviation, who were becoming established as a charter broker at the Airport.

During summer '83, all the fleet were active, with the Cherokee and AA-5 being in frequent use. The AA-5 suffered damage landing at Duxford 14th April, returning to Liverpool following repair at Cranfield on 10th June.

Although a few charters had been operated using Telair's AOC (Air Operator's Certificate), the Travel Air was initially mostly used for flying training, twin rating work. One charter was down to Elstree on Saturday April 9th with Grand National film for the media. In April G-AXUX was used for scheduled passenger flights on several occasions on behalf of its former owners, Telair.

In July '83 Melbren Air was granted its own AOC by the C.A.A., this being a big step forward for the company. One of the first charters operated in their own right being to transport a package for Fords from Liverpool to Maastrict on July 13th. Advertising emphasised the cheapness of this 4 seater capable of carrying 1500 cwt for 1500 miles. With 4 passengers, a day return trip to the Isle of Man would cost £55 per person, Belfast £75, Dublin £75, Norwich £75 or Glasgow £80.

Throughout Summer 1984 the three aircraft were flown frequently from Liverpool, however charter work for the Travel Air was not as easy to find as had been envisaged. Telair again made use of the aircraft during February, April and May - this time to carry mail between Liverpool and the Isle of Man. Destinations visited by G-AXUX during summer '84 included: Glasgow, Dublin, Isle of Man, Blackpool, Bournemouth, Southampton, Birmingham, Leavesden, Gatwick, East Midlands and Woodvale. The Grand National Day media charter was repeated 31st March, this time flying to Biggin Hill. On October 22nd the Travel Air flew off to Blackpool for maintenance with A.N.T. there. As it was found to be cheaper, the aircraft was subsequently kept there, being active again early December, when the aircraft returned to Liverpool 24th to 31st December in order to operate a charter to South Wales on 28th.

With private flying hit by increasing fuel prices, inflation and the general recession, in early 1985 the company entered a period of financial difficulty, culminating in a writ being served on Monday 4th March 1985 by the Airport for the recovery of debts. Both the singles remained in operation until the last weekend, Cherokee G-BASI flying to and from Barton on both the Saturday and Sunday, while the AA-5 G-BEZG left for Woodvale on the Sunday. The Cherokee was impounded at Liverpool and held in the Telair hangar, No.5, during March. On 31st March, following purchase by Telepoint Ltd, the aircraft left for Barton. The AA-5 was held at Woodvale for a while, but was active again by May, although at the end of the month was seen to be still wearing 'Melbren Air' titles.

After 4th March the office was cleared and vacated, the company having ceased trading. In retrospect, a company under-funded, entering a highly competitive field, with ill-defined objectives at a time of inflation and recession. However, for its three years of existance, Melbren Air added a further dimension to aviation activity at Liverpool.

MELBREN AIR - FLEET LIST

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G-AXUX  Travel Air B95 Del  7. 1.83 MAN-LPL.  ISOC 3.85 at BLK with expired CofA (then stored Blackpool)
G-BASI  Cherokee 140F  Del 28.10.82 Wigtown-Liverpool.  ISOC 3.85 (then sold to Telair)
G-BEZG AA-5 Traveler   Del 31.10.81 Coventry-Liverpool.  ISOC 3.85 (then sold to a private owner)

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I don't appear to have any shots of Melbren Air's aircraft. Has anyone any in their collection to post? Any further shots of Telair and Aviation West aircraft would be welcome too.

[viscount]

Walker Air Training Services Ltd
Walker Air Transport Services

This is a freshly written account by Brian Jones, of another operator that identified a niche opportunity at Liverpool, In January 1990, celebrating a year of operation, Chris and Malcolm Kavanagh gave detailed insight to their background in aviation and their Liverpool based company at an Air Britain (Merseyside) Branch meeting. This was written up in FoLA's '09/27' magazine (Issue No.32) by their then editor, one Brian Jones, with the draft checked by Malcolm. Much of this company history comes from that article.

Walker Air Training, 1988-1990

Early Decisions

Looking for a change of role from night mail flying, in October 1988, pilot Malcolm Kavanagh became aware, that while there were many basic flying schools around the North West, there was no advanced flying training school offering Commercial Pilots Licence (CPL) courses on a regular basis. From making the decision to fill this niche by starting his own advanced flying school, to commencing operations in February 1989 was a very busy period, with many fundamental decisions to be made.

An early decision related to the all-important choice of name. The obvious 'Kavanagh Air Training Services' would abbreviate to KATS - most definately not a good idea with CATS (Cheshire Air Training School) as a long established Liverpool company! The 'Walker' part part of the name being inspired Malcom's wifes maiden name - it sound right, so was used, despite her not being too keen on flying. However Chris became a very important part of the company, running the ground office and financial affairs.

The selection of Liverpool Airport as a base, was not taken lightly. with a number of Airports considered. However Liverpool was underutilised, wanted to attract new businesss and the weather record showed that less days would be 'lost' than elsewhere. Manchester management actively discouraged general aviation activity so that ruled them out, plus there would be ground delays as airliners are given priority slot departures. The type of aircraft to purchase was another problem. While there are still a good few Aztecs about relatively cheaply, it is now a fairly old aircraft type. The Seneca is a newer design, but more costly. However it is considered a gentle aeroplane with few vices and being still in production spare parts are not a problem.

A flight simulator was purchased in the USA and imported, aircraft located and acquired and premises erected adjacent to the abandoned terminal building at Liverpool Airport.

First Aircraft

In February '89 their first aircraft was delivered, a Piper Seneca twin. This was followed by the purchase in the USA during April of a Piper Cherokee Warrior for general test and flying work. Then a second Seneca was acquired due to the unexpectedly large demand or CPL/IRs (Commercial Pilots Licence with Instrument Rating). Most CPL students pay for themselves, few are sponsored by companies. Each student would already have accumulated 700 hours of flying before starting their CPL. Many have a BCPL (Basic CPL) which enables them to gain hours undertaking restricted commercial work eg pleasure flying or PPL instruction. The IR course required approx. 20 of intensive simulator work, with around 12 hours of actual aircraft flying. The use of the simulator saves cost sensitive students considerable expense. In early 1990 the future looked good with places booked for most of the year, at a throughput of 6 students per month. In January 1990 the staff of WATS consisted of Malcolm Kavanagh as CFI, two full time instructors and four part-time simulator instructors.

Towards the end of 1989 a third Seneca had been delivered, the availability of this aircraft, once extensive engineering work to bring it up to the standard required, enabled the establishment of 'Walker Air Transport Services', the only licenced Air Taxi company operating from Liverpool Airport using twin engined aircraft. Priority would be given to CPL work, but if pilot (the full-time instructors are cleared for air taxi work) and aircraft are available, then the extra income is welcome. For air taxi work, the Seneca has its limitations, the Navajo is much more desirable, but represents a very costly investment if underused. One early charter on 30th March took a Seneca to Merville, near Lille.

Planning ahead

Around £0.5m was invested in WATS with little help, except from the Bank. The company did not wish to meet the limitations imposed for Enterprise Funds etc. For the future, WATS are looking at helicopter training using the Schweizer 300, and considering general PPL work, while also watching for air taxi work opportunities. There are always openings in the field of aviation and decisions can change overnight! Other future considerations concern an expansion to the current premises, or move to a larger building - much here depending on the Airport's plans for relocating GA. While maintenance is contracted to Air Kilroe at Manchester, the four aircraft could cost-effectively be maintained by directly employeed engineers. Hangarage space and good fully licenced engineers would be required - both being at a premium.

!990 proved to be a year of consolidation after the growth and expansion of 1989. The fleet of four aircraft were rarely all available, as the Senecas spent long periods of attention with Air Kilroe engineering at Manchester. G-WIZO spent early January to mid March at Kidlington being upgraded before entering service, G-WATS was grounded in July and with Air Kilroe in August and most of September, followed by G-WOTS in late October and G-WIZO in November after return from a period of lease out to GB Air Academy at Goodwood 4th October to 9th November.

Sad end

Maintenance costs, coupled with a downturn in business, combined with price rises associated with the Gulf Crisis and general economic uncertainty conspired to bring the company down. On 14th November 1990 the operation went into liquidation. G-WATS, G-WATZ and G-WOTS were impounded at Liverpool, while G-WIZO was in the care of Air Kilroe at Manchester.

The Liverpool aircraft were impounded in No,1 Hangar, the first to be sold was the Cherokee G-WATZ purchased from the liquidator by Hamilton Compass Aviation Ltd (see next entry on this thread for 'Air Nova') in March '91, while Seneca G-WOTS left for Manchester 9th August '91 and G-WATS a few days later on 14th August, thus bringing to a close the short story of this enterprising operation, which deserved to do so much better.

FLEET LIST

G-WATS  Piper PA-34-200T Seneca II   06.02.89  ISOC 14.11.90
G-WATZ  Piper PA-28-151 Warrior      13.07.89  ISOC 14.11.90
G-WOTZ  Piper PA-34-200T Seneca II   24.08.89  ISOC 14.11.90
G-WIZO  Piper PA-34-220T Seneca III  15.11.89  ISOC 14.11.90

[viscount]

The very name of this single aeroplane operator places in the scope of this project to cover the history of every air charter or passenger airline with its main headquarters at Liverpool. This is a freshly written account, based on events 25 years ago.

Merseyside Air Charter, 1982-1989

‘Merseyside Air Charter’ was the operating name for a small aviation business owned by Neville Hewer. Piper Aztec G-BAVZ was delivered to Liverpool from Fairoaks in July 1982. The operation was allied to that of Cheshire Air Training School and for the next few years, between charter operations was used by them when required for twin and CPL rating work. For most of October and November 1983 MAC’s Aztec was utilised on Telair’s weekday scheduled service route Swansea and Cardiff to Chester and Liverpool while Telair had a shortage of aircraft. During the first weekend of August 1984, MAC flew a number of charter flights over the assembled tall-ships in Liverpool Docks, while on the Sunday of the Liverpool Air Display in mid-August 1984 the aircraft flew pleasure flights under the Telair concession. The aircraft departed from Liverpool 9th December 1984 for the Isle of Man, where it was operated on a contract, making only brief appearances at Liverpool during 1985. It returned to Liverpool on 11th November 1988 and operated occasionally from Liverpool for a year before sale to Manchester based Ravenair Air Services in November 1989. Later this aircraft became G-RVRW with Ravenair and operates with them out of Liverpool.

Fleet

G-BAVZ  PA-23 Aztec 250    24.07.82  08.11.89

Merseyside Air Charter's Aztec 250 G-BAVZ wearing a small 'MAC' logo at the base of the fin - seen at the August 1984 Air Show flying for Telair (see text)

[viscount]

Still looking out for shots of Melbrenair's aircraft, if indeed I ever kept any. However, here is a somewhat large copy of their 'calling card', as handed out by their Operations Manager, showing their logo. The late Ron Davies was familiar to many as for many years he was Chairman of FoLA (Friends of Liverpool Airport) and as Radio City's morning "Eye in the Sky" traffic reporter.

[Airbus A346]

Jun 23, 2010 13:28:14 GMT 1 viscount said:

MELBREN AIR - FLEET LIST

G-AXUX  Travel Air B95 Del  7. 1.83 MAN-LPL.  ISOC 3.85 at BLK with expired CofA (then stored Blackpool)

G-AXUX by MARTIN CHELL, on Flickr

[Airbus A346]

Sept 4, 2011 21:57:04 GMT 1 viscount said:

Merseyside Air Charter, 1982-1989

‘Merseyside Air Charter’ was the operating name for a small aviation business owned by Neville Hewer. Piper Aztec G-BAVZ was delivered to Liverpool from Fairoaks in July 1982. The operation was allied to that of Cheshire Air Training School and for the next few years, between charter operations was used by them when required for twin and CPL rating work. For most of October and November 1983 MAC’s Aztec was utilised on Telair’s weekday scheduled service route Swansea and Cardiff to Chester and Liverpool while Telair had a shortage of aircraft. During the first weekend of August 1984, MAC flew a number of charter flights over the assembled tall-ships in Liverpool Docks, while on the Sunday of the Liverpool Air Display in mid-August 1984 the aircraft flew pleasure flights under the Telair concession. The aircraft departed from Liverpool 9th December 1984 for the Isle of Man, where it was operated on a contract, making only brief appearances at Liverpool during 1985. It returned to Liverpool on 11th November 1988 and operated occasionally from Liverpool for a year before sale to Manchester based Ravenair Air Services in November 1989. Later this aircraft became G-RVRW with Ravenair and operates with them out of Liverpool.

Fleet

G-BAVZ  PA-23 Aztec 250    24.07.82  08.11.89

G-BAVZ by MARTIN CHELL, on Flickr

[Airbus A346]

T E L A I R


TELAIR - FLEET 1981-1986

Regn.      Type                        Arrived                departed, notes

G-AXWH BN-2A Islander Del to MAN 18.11.82. Sold & dep to Ipswich 30.5.85

G-AXWH BN-2A Islander Telair seen during its period of storage in Hangar Number One.

G-AXWH by MARTIN CHELL, on Flickr